Railway rail splice bar and joint



Dec. 29, 1931. J, A 839,183

RAILWAY RAIL SPLICE BAR AND'JOINT Original Filed Sept, 1'7,- 1928 k Patented Dec. 29, 1931 UNITED STATES ew -E ADMINISTRATRIX OF SAID JOSEPH P. KANE, DECEASED RAILWAY RAIL sPLIeE nAn AND. JOINT:

Original application filed September 17, 1928, Serial No. $16,378. Divided and this application filed,J'uno.

c 25, 1930. Serial no. 4e3;e9s.

My invention relates to a splice bar, but more specifically it relates to the reclaiming of worn splice bars.

When a new trackrail is laid with new 5 splice bars the top of the splice bar, as illustrated in Figure l, fits snugly throughout its entire length with the under face of the head of the rail. In use, due to the passage of trains over the splice the ends of the rails are depressed as the train wheels pass over itand this frequent depressing of the ends of the rails causes the under face of the head of the rail to become worn so that in a comparatively short time there is considerable space between the top edge of the splice bar and the under face of the head of the rail, as shown in Figure 2, leaving the ends of the railunsupported throughout the worn portion which,

if not taken care of, will result in the shearing of the bolts passing through the rail brace and rail which, of course, if undiscovered, would result in the derailment of the train.

For years this condition has been known and recognized, but no practical remedy, as far as I know, has been offered.

By my invention it is still possible to use rails with the under face of the head worn, as shown in Figure 2, and at the same time maintain a sufiiciently rigid connection and a bearing between the underface of the head of the rail throughout the entire length of the splice bar.

By my invention I take a new or a used splice bar and place it in a die, and flow the metal in the upper head of the splice bar toward the upper edge of the bar so as to increase the height of the splice bar to fill up the space due to the wearing of the under face of the head of the rail and provide a very snug fit between the upper edge of the splice bar and the under worn face of the head of the rail, as illustrated in Figure 3, and by this invention, which is now in practical use on a railroad system, the railroad is enabled to save a very large sum of money per year in reclaiming splice bars, or in tapering and reshaping splice bars,

In the drawings:

Figure 1 is a detail side elevation showing two abutting rails-with-a splice bar in positibn;

Figure 2 is asimilar view showing a space between the top edge of the splice bar and theworn under face-of the head of the rail.

Figure 3 is a similar View showing my improved reshaped splice bar inposition.

Figure 42 is avertical transverse section through therail and splice'bars. i

In Figure 1 there is illustrated a joint between'two abuttingends of railroad rails with-the splice barinposition, the bolts bein-g omittedi In this View it will'be seen that when-new the-under face 6 of' the head 7 of the rail 8 is projected in a straight line and in a horizontal plane, and that the upper face 9 of the-spli'cebar isflikewise projected. I Due to t'he passage of- 'trains overthis joint between the; rails the ends of the rails are constantly-beingdepressed and spring up as the wheels} of the train pass over the joint which-results in acomparativelyshort time wherethere is heavy traffic in the under face 6 of-the head ofthe rail wearing away at an angle to its original plane, as indicated at 10 in- Figure 2; thereby leaving a space indicated at 1 1,- Figure 2, between the top edge of the splice bar and the face 6 of the head of the rail; The upper face 9- 0f the splice bar is likewise worn, as in'dicated a t 12 so that the top edge or face, 9' of the splice bar is dished downwardly and opposite to the angle of wear onthe face 6 ofthe headof the rail whereby, as above stated, a material space is left betwee-n the face -6 of the headof the rail and the upper: edge 9 of the angle, or splice barthereby permitting amaterial movement of'the end portions of-the rail relative to the worn face 9 on the upper edge of the splice bar, and ifthis is not correctedthis movement will become so great that it will shear the bolts passing through the railsand splice bars a-ndcause a derailment of the train;

Up to the practice of my invention it has been the custom of railroads to scrap these splice bars and put in a new splice bar so as to reduce the space as much as possiblebetween the worn face 10 of the rail and the top edge of the new splice bar.

By my invention I take the old splice bar 13 and place it in a die and by operation of the die flow the metal in the head 14 of the splice bar in the die until the top edge of the'splice bar is formed on an upwardly extending angle as at 15, as illustrated in Figure 3, whereby this top angle edge 15 of the splice bar fits snugly under and against the worn face 10 of the rails 8 thereby giving the rails a fine support throughout the splice joint. 7

As above stated, by my invention the railroads are enabled to save a very large sum of money per year in reclaiming and reshaping the worn splice bars which heretofore had been thrown away as scrap.

As will be readily understood with the space 11 existing between the upper edge 9 of the splice bar and the under-face 6 of the head of the rail rust forms on these faces which flakes off very rapidly when the worn faces are brought together for the passing of a wheel over the oint.

As will be seen, the perfect bearing between the under face 6 of the head of the rail and the upper edge of the splice bar is, by my invention, maintained irrespective of the worn under face 6 of the head of the rail.

This application is a division of my application, filed September 17, 1928, Serial No. 306,878.

lVhat I claim is:

1. As an article of manufacture, a splice bar for railroad rail joints, having the portions of the upper edge of its-head on opposite sides of its transverse center inclinedupwardly and inwardly from each end thereof and intersecting at a common point in the length of said edge, the lower edge of the lead lying continuously in the same plane throughout its length and said bar being longitudinally straight and having its lower edge in a horizontal plane from end to end thereof. 7

2. A rail joint comprising two members arranged on opposite sides of abutting rails and having their upper edges throughout their length in contact with the heads of the rails, the upper edge of the head of each member being inclined upwardly and inwardly from each end of the member and intersecting at a common point in the length of said edge, the lower edge of the head of each member lying continuously in'the same plane throughout its length and said members being longitudinally straight and having their lower edges in contact with the base flange of the rail throughout their length.

In testimony whereof I afiix my signature.

JOSEPH P. KANE. 

